The graphic co



M. MAY. Gar-Axles.

Patented-Aug. 25,12@s74.\

inolosed within the sleeve, leaving an oil-retrain of cars.

being broken away. Figs. 5 and 6 are transf JoHnM;y MAY, `on JAriEsviLLE, WISCONSIN.

,j f, IMPROVEMENTIN CAR-AxLEs.

PATENT OFFICE.

Specification forming part 'of Letters Patent No. 154,503, dated August 25, 1874 ;l applicatiou-liled J if' 1 Auguste, 1871.

To all whom it may' concern: j

Be it known that I, JOHN M. MAY, ot' Janesville, Bock county, in the State of Wisconsin, have invented certain Improvements in Railroad-Car Wheels and Axles connected therewith, of which the following is a specilication:

My invention relates to the construction of railroad and other car wheels 5 and it consists in the combination of one wheel provided with the axle, and the other wheel provided with a sleeve and a hollow journal, the axle being cess between them, and the axle extending through the wheel and hollow journal formed therewith, all as hereinafter more fully set forth.

By the present mode of attaching two carwheels rmly and rigidly to the same solid axle, both wheels are caused to revolvewith the same velocity over whatever irregular surfaces of road, or however sharp the curves in th-ealignment of the road may be. On-curves the wheel on the outside rail, having .the greatest distance to travel, is forced to slip or slide on the rail. The same difliculty arises when one wheel is worn unevenly, or is of less diameter than the other. Also, great lateral pressure and friction on the side or edge of p the rail causes great torsion or wringing of the axle, and disintegration of the bers of the iron. Breaking of wheels and axles, and the consequent loss of life and property, often follow. It also causes great wear and destruction of rails and rolling-stock, and, moreover, requires a great amount of power, -in excess of what is needed by my invention, in moving a To overcome these and other diiiiculties, wholly or in part, is sought by allowing each wheel in the truck to revolve independently ofthe other, and yet retain the strength of the rigid axle and Wheel as now constructed. 4

Figure lis an elevation, showing the wheels on rails. Fig. 2 is a vertical longitudinal section cut through the center, the lower part of one wheel being broken away. Figs. 3 and 4 show the parts composing the compound axle and the wheels, the lower part of one wheel verse sections, showing the two parts forming the axle, or the two axles, at different points, as at t and u, and r and s, in Fig. 1, at right angles with that figure.

The same letter in each gure represents the same part in each figure.

A represents a car-wheel, with its tubular or hollow axle B, with its hollow bearing C, the wheel and axle being of one piece of material, or firmly connected, while D represents a car-wheel with spindle or axle E connected rmly. This axle has a journal, I, and extends through the entire length of tubular axle B, the wheel A, and journal C, the face L of the wheels resting on rails F and F', the flanges G guiding the wheels between the rails, the small end of axle E having a linchpin at a, or`rnay be secured in any proper manner to prevent separating from axle B longitudinally when off the track. Thus the wheels A and D, while kept in their relative position by the compound axle B and E, are allowed to revolve freely and independently of each other.

Two or more sets of wheels may be used in making a truck.

In Fig. 2, the interior of the tubular -axle B and the spindle or axle E are more particularly seen as fitted together, so as to allow the wheels to revolve independently of each other, as already described. u

The recess d for oil is reached through the hole to which set-screw H is fitted, and is kept tight by means of the packing e, of leather or other suitable material. The oil is fed to the bearings-in each direction longitudinally as the axles are revolved; but little oil is needed, as the wheels and axles travel so nearly in unison, and the movement of one faster than the other so slight.

In Figs. 3 and 4 are views of wheel'A and axle B, rigidly attached, and wheel D and axle E, also rigidly connected together, or made of one piece of material.

In Figs. 5 and 6 are shown cross-sections of Fig. 1, as at fr and s, near the small end of axle E and its fitting journal C, while at t and u, Fig. 6, the axle B. and the larger and stronger part of axle E is shown.

The precise form and shape to get the greatest strength of wheel and axle is not designed to be indicated; nor do I confine myself to what I claim as new, and desire to secure by l Letters Patent, is-

The combination of the wheel D, provided with the axle E, and the wheel A, provided with the sleeve B and hollow `i'ournal C, the axle E of the wheel D inclosed within the sleeve B, with oil-recess d between, and extending through the Wheel A and hollow journal C, all combined substantially as and for the purposes herein set forth.

JOHN M. IMAY.

Witnesses:

SA. HUDSON, f GEO. G. WILLIAMS. 

